Saturday: a. Sunday: 9 a. Planning a trip just got a lot easier. Every breeze card and breeze ticket possess the capability to hold a maximum of 4 transfers in a span of 3 hours. You must have a Breeze card or ticket to receive a free transfer. Transfers are automatically loaded to the card or ticket when tapping to exit from a station or when tapping to board a bus.
You're allowed up to four transfers within a three-hour period. Parking availability differs from station to station. MARTA Police patrol all of our buses, streetcars, trains, stations and parking lots — preventing crime before it has the chance to happen and making sure you get to your destination safely. Our combined bus, streetcar and rail network has the capacity to take you nearly anywhere in Atlanta, and our system undergoes regular maintenance and inspection to keep it running in top shape.
That being said, feel free to carry food in closed containers and drink beverages in resealable plastic containers. For streetcars, determine the closest boarding platform located on the loop. Toon, John.
Toon, J. Metropolitan Atlanta Rapid Transit Authority. In New Georgia Encyclopedia. The New Georgia Encyclopedia does not hold the copyright for this media resource and can neither grant nor deny permission to republish or reproduce the image online or in print. All requests for permission to publish or reproduce the resource must be submitted to the rights holder.
Requests for permission to publish or reproduce the resource should be submitted to Special Collections and Archives at Georgia State University. The tunnel runs 1. All requests for permission to publish or reproduce the resource must be submitted to the Atlanta Journal-Constitution. Author John D.
Toon , Georgia Institute of Technology. Originally published Oct 20, Last edited Apr 14, Smith, New Georgia Encyclopedia. Article Feedback Why are you reaching out to us? Share this Article. Facebook Twitter Email. Share this Snippet. Star Featured Content. After getting the legislative approval for the sales-tax option, Massell had to persuade voters to pass the sales tax.
Not everyone believed him. Still, to make sure Atlantans voted his way, he rode buses throughout the city, passing out brochures to riders, and he visited community groups with a blackboard and chalk to do the math on the sales tax. Voters approved the plan by just a few hundred votes.
Maddox told the mayor he would block the vote in the senate unless MARTA agreed that no more than 50 percent of the sales tax revenue would go to operating costs, Massell recalls. Either I swallowed that or he was going to kill it and it would not pass. That has meant that whenever MARTA needed more money for operating expenses, it had to cut elsewhere or raise fares. One early plan was for the MARTA sales tax to be three-quarters of a penny, with the state chipping in up to 10 percent of the cost of the system as approved by Georgia voters.
They were referendums on race. Specifically, they were believed to be about keeping the races apart. Consider the suburbanites voting back then. The formerly rural, outlying counties had exploded with an astonishing exodus of white people fleeing the city as the black population swelled during the civil rights era.
The census counted approximately , white residents in Atlanta. The interstate highways were designed to gouge their way through black neighborhoods. Georgia Tech history professor Ronald H. Yet his research goes back to the racial reckoning behind the route of the interstate highway system that began construction in the s. The highway now called the Downtown Connector, the stretch where I and I run conjoined through the city, gutted black neighborhoods by forcing the removal of many working-class blacks from the central business district.
It could have been worse. Interstate 20 on the west side of town is a particularly egregious example of race-based road-building. The allure of roaring around Atlanta in cool cars took over and never let go.
Once MARTA started running, who would ride a bus or subway when they could drive a sleek, powerful car and fill it with cheap gas? MARTA became an isolated castaway, used primarily by poor and working-class blacks. While MARTA was struggling to crank up the bus and rail system, the State of Georgia and its powerful highway department had other, bigger ideas.
Like a lot of nouveau riche, we blew it before we knew what to do with it. They took all that money we had and put it into developing interchanges way out from town. A lot of what was new suburban development back then is now underused, decaying, and part of an eroding tax base in the older suburban areas. The vast highway system sucked up billions of federal dollars while the state refused to put a penny into MARTA—until the past fifteen years, during which it helped buy some buses.
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